Drawbar and bumper arrangement for cars



Sept. 14, 1943.

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DRAW BARl AND BUMPER ARRANGEMENT FOR CARS Filed April 29, 1942 4 Sheets-Sheet 4 Elm/YM Patented Sept. 14', 1943 DRAWBAR AND BUMPER ARRANGEMENT FOR CARS Louis G. Miller and Walter H. Statler, Bethlehem. Pa., assignors to Bethlehem Steel Company, a corporation of Pennsylvania Application April 29, 1942, Serial No. 440,946/

25 Claims.

This invention relates to improvements in draw bar and bumper arrangement for use on small cars such as mine cars or the like.

One of the objects of our invention relates tol the manner of applying the forces through a continuously extending draw bar whereby the car is relieved of excessive pulling forces when a number of cars are coupled together.

Another object of our invention relates to the construction and arrangement of the ends of the draw bars and the manner of mounting and guiding the same in the end structure of the car.

Another object of our invention relates to construction and arrangement of the bumpers.

A further object of our invention relates to the manner of aligning the perforations in the bumpers and ends of the draw bar members to permit either coupling pin to be applied or removed at any time.

With our arrangement a spring bumper is used at each end of the car for bufng and a continuous draw bar extending between the bumpers is used for pulling.

In bufng, each bumper acts independently of the other and the movement is cushioned by coil springs. Two coil springs are shown in each bumper, but this arrangement can be changed to suit a larger number of springs or pads of rubber may be used if desired.

The bumper movement in builing is limited by the bolts passing through the bumpers and the slotted holes in the horizontal stiiening plates supporting the movable bumper.

The draw bar is mounted directly on the car floor and can move longitudinally with relation to the car and is guided by slots in the end sills f the car and by straps attached to the car oor.

In pulling a single car from one end, the draw bar will move forward and compress the springs in the bumper at the other end of the car. The movement of the draw bar is limited either by the bolts extending through the bumper coming in contact with the ends of the slots in the horizontal end sill reinforcing plates or by the ends of the vertical web plates which are welded to the draw bar coming in contact with the vertical inner face of the end sill.

In our construction when a train of cars are pulled the pulling forces passes through the draw bars only independent of the car and there will be comparatively no compression in the springs except that produced by the weight and lading of each car and when there are surges in the pulling force. This arrangement relieves the car of substantially all pulling strains when a train of cars is coupled together, and we have eliminated the separate springs generally used in pulling and have used the same springs for both bufng and pulling.

In cars which have been built and used having a separate spring draft at each end considerable trouble has been experienced with spring breakage and failure of ends when long trans of cars are pulled, due to the entire pulling load being taken by the car next to the locomotive. We have overcome this defect in our new arrangement.

In order to align the perforations in the ends of the draw bar and bumper members for receiving the coupling pins, a bushing is used for the purpose passing through the continuous and intermediate draw bars and the buiers. In this manner either coupling pin can be applied or removed at any time.

With the foregoing and other objects in view, the invention will be more fully described hereinafter, and will be more particularly pointed out in the claims appended.

Having thus given a general description of the objects of our invention, we will now in order to make the same more clear, refer to the accompanying four sheets of drawings forming a part of this specication and in which like characters of reference indicate like parts.

Figure 1 is a top plan view of a car embodying our invention.

Fig. 2 is a vertical longitudinal section through the central lower portion of the car body taken on the line 2-2 of Fig. 1.

Fig. 3 is a view on a larger scale partly in section and partly in elevation of the bumper and adjacent parts at the iixed end of the car taken on the line 3-3 of Fig. 5.

Fig. 4 is a vertical longitudinal section through the bumper and draw bar and adjacent 4 parts of the end structure at the fixed end of the car taken on the same on a larger scale.

Fig. 5 is a vertical transverse section taken on the line 5-5 of Fig. 2.

Fig. 6 is a view on a larger scale partly in section and partly in elevation of the bumper and adjacent parts at the dumping end of the car taken 4substantially on the line 6-6 of Fig. 9.

Fig. 'l is a vertical longitudinal section through the bumper and draw bar and adjacent parts of the end structure at the dumping end of the car taken on the same line as Fig. 2, but drawn on a larger scale.

line as Fig. 2, but drawn Fig. 8 is an end elevation of the bumper portion at the fixed end of the car.

Fig. 9 is an end elevation o! the bumper portion at the dumping end oi' the car.

Fig. 10 is a vertical transverse section taken on the line Ill-I of Fig. 6.

Fig. 11 is a vertical longitudinal section taken centrally through the bumper and draw bar at one end of a car showing an alternative form o1' construction.

Fig. 12 is a similar view at the opposite end of the car.

Fig. 13 isa View partly in section and partly in elevation of the end portion of the draw bar and bufllng arrangement shown in Fig. l2, and

Fig. 14 is a detail section taken on the line I4-I4 of Fig. 12. i

Referring now to the various characters of reference on the drawings and first to Figs. 1 to 10, inclusive, the numeral I indicates the car as a whole having sides 2, a iixed end 3 and a movable door end 4 for end dumping. The car is provided with a depressed central floor portion 5 and raised wing floor plates 6 at opposite sides thereof having their inner ends secured to and supported on angles 1. The outer longitudinal edges of the central floor plate 5 is bent down as at 8 and secured to the angles 1, while the intermediate portion of the central floor plate 5 is reinforced by means of longitudinally extending angles 9.

Slidably mounted on the floor plate 5 at the longitudinal center line of the car is a main continuous draw bar member I0 having its end portions offset slightly as at II. An intermediate draw bar member I2 having its inner end bent at an angle as at I3 is connected to each end of the main draw bar member by means of side plates I4 which are welded thereto.

Welded to the upper surface of each intermediate draw bar member and in vertical alignment with the side plates I4 are bracket plates I5 for engaging and supporting the intermediate portions of the auxiliary draw bar members I6.

These auxiliary draw bars each have an inner horizontal portion riveted as at I1 to the main draw bar member, an inclined intermediate portion I8 and a horizontal outwardly extending end portion I9 which is supported on the inner bent end I3 of the intermediate draw bar member I2 and the bracket plates I5.

The top auxiliary draw bar members I6 are frequently damaged in service and we have designed them so that they can be readily removed and replaced by cutting out the rivets attaching them to the main continuous draw bar and removing the retaining keepers 20 which are bolted as at 2| to the side plates I4 at one end of the car and to the bracket plates I5 at the opposite end of the car. As shown more clearly in Figs. 2, 3 and 4 the end sill at the fixed end of the depressed central portion of the car is shown as a plate bent into Z-shape having an upper outwardly extending iiange 22 having a strap 23 riveted thereto for guiding the outwardly extending end of the auxiliary draw bar member I6, a vertical web 24 slotted as at 25 and 26 for the passage of the intermediate and main continuous draw bar members I2 and III respectively, and a lower inwardly extending flange 21 of considerable length and riveted to the end central iloor plate 5, upon which the end of the main continuous draw bar is adapted to be supported in sliding engagement.

The end sill for the opposite end of the car which has the door 4 for end dumping more clear- 1y illustrated in Figs. 6, 7, 9 and 10 is shown as a bent plate oi' L-shape having a vertical leg 23 notched at the top edge asat 23, for the passage oi' the intermediate draw bar I 2 and slotted in its lower central portionas at 30 for the passage of the main continuous draw bar III and is further provided with a lower inwardly extending leg 3| for supporting the end portion of the main continuous draw bar I0 in sliding engagement.

The vertical leg 28 and the web 24 oi the end sills are both provided with a pair of spaced stiiening plates 32 which are disposed horizontally having their inner edges welded to the end sills and extend outwardly therefrom and are notched as at 33 for the passage of a bushing 34 for receiving a coupling pin 35. 'I'he stillening plates 32 are offset at the central portions to form guide ways for the main continuous and intermediate draw bar members I0 and I2 and are further reinforced and connected together adjacent to the notches 33 by vertical longitudinally extending rib plates 36.

A channel shaped bumper plate 31 is mounted on the outer ends of the pair of stiening plates 32 at each end of the car and attached thereto by means of bolts 38 which pass through the flanges of the same and slotted holes 33 in the stiffening plates 32. Springs 40 are mounted between the stiilening plates 32 for normally projecting the channel shaped bumper plates 31 outwardly. The movements of said bumper plates in bulng are limited by the bolts 38 engaging the ends of the slotted holes 33 inthe stiffening plates 32.

A plate 4I is welded to each end of the end sills thereby forming ilanges for the same which are riveted at their inner portions to the angles 1 and connecting angles 42.

'I'he main continuous draw bar I6 is mounted on the central iloor 5 of the depressed portion and is guided thereon by means of a plurality of transversely extending straps 43 riveted to said floor plate 5 and its reinforcing angles 9, where the draw bar members pass through the iixed end 3 of the car they are further guided on each side by means of short vertically extending angles 44 which also act as a sealing means at this point to prevent any escape of the lading.

At the dumping end of the car the central depressed floor portion is provided with an inclined deilector plate 45 on each side of the draw bar which extend from the end of the oor plate 5 where theyl are riveted to the top of the end sill, whereby the lading can be fully discharged in end dumping. These inclined defiector plates are supported at their inner edges adjacent to the draw bar by means of angles 46 which further act as sealing means at this point while the outer edges are secured to the aililgles 1 and the flange plates 4I for the end si s.

In order to align the openings through each ol the ends of the draw bar members, ilanges of the bumpers 31 and notches 33 in the stiffening plates 32 to permit a coupling pin 35 to be applied or removed at any time, a bushing 34 is used which is inserted through holes in the ends of the intermediate and main continuous draw bars, elongated notches 33 in stiiening plates 32, the ends of said bushing extending into slotted openings 41 in the flanges of the bumper plate 31. These notches 33 and slotted openings 41 are made long enough to allow suillcient spring compression during the bumng operation. To hold the bushings in place they may be tack welded to one of the draw bar members or held in place by means of a plate 48 which may be welded thereto or otherwise secured, said plate 48 being adapted to be held in place by means of the bolts 38.

It will be noted that the bushings 34 connect the main and intermediate draw bar members together with their ends extending into the slotted openings 41 in the flanges of the channel shaped bumper plates 31 in this manner they not only align the openings in the several members for the coupling pins, but also hold the bumper plates in fixed relation to the draw bar during its sliding movement when the car is being pulled.

In pulling a single car from one end, the main continuous draw bar would move forward and compress the springs in the bumper at the other end of the car. The movement of the draw bar can be limited either by the bolts 38 which extend through the bumper 31, coming in contact with the ends of the slots 39 in the horizontal stiiening plates 32 or by the ends of the side plates I4 and bracket plates I5 which are welded to the draw bar members coming in contact with the car end sills.

In the drawings we have shown a xed coupling pin at one end of the car to which the coupling link is attached and a loose pin at the other end, which can be removed when cars are uncoupled. This is the arrangement common on cars of this type.

Referring now to the alternative form shown in Figs. 11 to 14 inclusive in which a somewhat simplified construction is illustrated for cars having both ends fixed.

In this car the intermediate draw bar is dispensed with. The end sills 49 are both formed in the same manner of a plate bent into Z-shape li'aving an upper outwardly extending flange 50, vertical web 5I and inwardly extending lower ange 52 having its inner edge portion riveted to the ends of the central floor plate 53.

The main continuous .draw bar 54 can move longitudinally with relation to the car and is guided by straps 55 attached to the central floor plate and the depressed slide ways 56 formed centrally in the upper outwardly extending flanges 50 of the end sills and is further guided at the end sills by means of vertical longitudinally extending plates 51 at each side of the draw bar, which are welded to the end sills as at 56.

The main continuous draw bar 54 comprises a horizontal central portion which is bent at an inclined angle as at 59 near each fixed end of the car, and horizontal end portions 60 which are seated and supported in the slide ways 56 of the outwardly extending flanges 50 of the end sills.

An auxiliary draw bar 6l is welded to each end portion of the main continuous draw bar as at 62 with their outer ends extending above the same in spaced relation and these members are further connected and reinforced by means of side plates 63 which are welded thereto as at 64.

The webs 5l of the end sills are each provided near their lower edges with a stiifening plate 65 which is welded thereto as at 66 and extends outwardly therefrom and notched centrally as at 61 and disposed in alignment with a similar notch 68 formed in the outwardly extending flange 50 of the end sills for the passage of a bushing 69 which is tack welded as at 10 to the draw bar.

In this car the ends of the end sills are provided With iiange plates 1l welded thereto by means of which they are attached to the car underframe structure in the same manner as described in the car shown in Figs. 1 to 10 inclusive. It will also be noted that the coupling pins, springs, and bumper plates are constructed and operated in a similar manner as above described and the same reference numerals will apply thereto.

In constructing the draw bar in the manner shown in Figs. 11 to 14 inclusive it can be quickly removed and replaced. All that is necessaryto accomplish this is to remove the straps 55, bushings 69 and the end bumper plates 31; the draw bar can then be removed and another draw bar inserted in place thereof, the straps, bushings and bumper plates being then remounted. This is a great advantage in case the draw bar becomes broken or damaged.

Although we have shown and described our invention in considerable detail, we do not wish to be limited to the exact and specific details shown and described, but may use such substitutions, modifications or equivalents thereof, as are embraced within the scope of our invention or as pointed out in the claims.

Having thus described our invention what we claim as new and desire to secure by Letters Patent is:

1. A draw bar and bumper apparatus for railway cars having a low oor and end sills, comprlsing a slidably mounted draw bar extending continuously the full length of the car floor and beyond the end sills, a bumper plate mounted for sliding movement on each end of the draw bar, and resilient means interposed between the bumper plate and the end sill at each end of the car.

2. A draw bar and bumper apparatus for railway cars having a horizontal oor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the end sills, said draw bar mounted for sliding movement on the car oor, means for guiding the draw bar on the car floor and in the end sills, a bumper plate mounted for sliding movement on each end of the draw bar, and springs interposed between the bumper plate and the end sill at each end of the car.

3. A draw bar and bumper apparatus for railway cars having a oor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the end sills mounted for sliding movement on the car floor, slots and slide ways formed in the end sills for guiding the draw bar, horizontally disposed stiiening plates extending outwardly from each end sill, a bumper plate mounted for sliding movement on the stiffening plates and draw bar at each end of the car, and springs interposed between the bumper plates and the end sills.

4. A draw bar and bumper apparatus for railway cars having a horizontal floor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the ends sills adapted for sliding movement on the car oor, a bumper plate mounted for sliding movement on each end of the draw bar, resilient means interposed between each bumper plate and the end sill adapted to receive simultaneously the endwise buiiing thrust imparted to the bumper plates at opposite ends of the car.

5. A draw bar and bumper apparatus for railway cars having a low level floor and end sills,

comprising a draw bar extending continuously the full length of the car and beyond the end sills adapted for sliding movement on the car oor, a. bumper plate mounted for sliding movement on each end of the draw bar, means for limiting the sliding movement of the bumper plates, resillent means interposed between each bumper plate and the end sill adapted to receive independently of each other the endwise buiiing thrust imparted to the bumper plates at opposite ends of the car.

6. A draw bar and bumper apparatus for railway cars having a horizontal oor and end sills, comprising a. draw bar extending continuously the full length of the car and beyond the end sills adapted for sliding movement on the car floor, a bumper plate mounted for sliding movement on each end of the draw bar, springs interposed between each bumper plate and the end sill, and means for compressing the springs at one end of the car through the pulling force applied to the draw bar at the opposite end of the car.

7. A draw bar and bumper apparatus for railway cars having a horizontal floor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the end sills adapted for sliding movement on the oar oor, a bumper plate mounted for sliding movement on each end of the draw bar, springs interposed between the bumper plates and the end sills, and means for compressing the springs during the reciprocation of the draw bar.

8. A draw bar and bumper apparatus for railway cars having a horizontal floor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the end sills adapted for sliding movement on the car floor, a bumper plate mounted for sliding movement on each end of the draw bar, springs interposed between each bumper plate and the end sill, said springs adapted to receive simultaneously or independently of each other the endwise buiiing thrust imparted to the bumper plates at opposite ends of the car, and means for compressing the springs at one end of the car through the pulling force applied to the draw bar at the opposite end of the car.

9. A draw bar and bumper apparatus for railway cars having a horizontal iloor and end sills, comprising a main draw bar extending continuously the full length of the car and slidably mounted on the car iloor, an auxiliary draw bar secured to each end of the main draw bar, an intermediate draw bar securedbetween each auxiliary draw bar and the end portions of the main draw bar, a bumper plate slidably mounted on the outer ends of the intermediate and main draw bars, and springs interposed between the bumper plate and the end sill at each end of the car.

10. A draw bar and bumper apparatus for railway cars having a horizontal iloor and end sills, comprising a main draw bar extending continuously the full length of the car' and slidably mounted on the car oor, an auxiliary draw bar secured to each end of the main draw bar, guide ways formed in each end sill for receiving the ends of the main and auxiliary draw bars, a bumper plate mounted for sliding movement on each end of the main draw bar, and springs interposed between the bumper plate and the end sill at each end of the car.

1l. A draw bar and bumper apparatus for raill way cars having a horizontal floor and end sills,

comprising a main draw bar extending continuously the full length of the car and beyond the end sills, said main draw bar adapted for sliding movement on the car floor, an intermediate draw bar member at each end of the main draw bar, 5 side plates for connecting and holding the outer ends of the main and intermediate draw bar members in spaced relation, an auxiliary draw bar member secured to the end portion of each main draw bar above the intermediate draw bar member, bracket plates for holding the ends of the auxiliary and intermediate draw bar members in spaced relation, guide ways in the end sills for receiving and guiding the ends of the draw bar members, channel shaped bumper plates mounted for sliding movement on the outer ends of the main and intermediate draw bar members, and springs interposed between the channel shaped bumper plates and the end sills.

12. A draw bar and bumper apparatus for railway cars having a horizontal oor and end sill,

comprising a main draw bar extending continuously the full length of the car floor and beyond the end sills mounted for sliding movement on the car oor, an offset portion at each end of the main draw bar, guide ways in the end sills for receiving the offset end portions of the main draw bar, an auxiliary draw bar secured to each of the offset end portions of the main draw bar,

a channel shaped bumper plate disposed with its flanges extending inwardly mounted for sliding movement on each offset end portion of the main draw bar and resilient means interposed between the channel shaped bumper plate and the end sill at each end of the car.

13. A draw bar and bumper apparatus for railway cars having a horizontal floor and end sills, comprising a main draw bar extending continuously the full length of the car and beyond the end sills, said main draw bar adapted for sliding movement on the car floor, an auxiliary and intermediate draw bar member secured to each end portion of the main draw bar with their ends extending outwardly in spaced relation to each other, flanges extending outwardly from the end sills having guide Ways for the ends of the draw bar members, a channel shaped bumper plate disposed with its flanges extending inwardly mounted for sliding movement on each end of the main draw bar, and resilient means interposed between the channel shaped bumper plate and the end sill at each end of the car.

14. A draw bar and bumper apparatus for railway cars having a horizontal floor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the end sills, said draw bar adapted for sliding movement on the car floor, a channel shaped bumper plate disposed with its anges extending lnwardly mounted for sliding movement on each end of the draw bar, springs interposed between the channel shaped bumper plate and the end sill at each end of the car, means for compressing the springs independently of the draw bar during the bufling operation, and means for compressing the springs at one end of the car by the sliding movement of the draw bar.

15. A draw bar and bumper apparatus for railway cars having a horizontal iloor and end sills, comprising a draw bar extending continuously the full length of the car and beyond the end sills, said draw bar adapted for sliding movement on the car floor, a channel shaped bumper plate disposed with its flanges extending inwardly mounted for sliding movement on each end of the draw bar, springs interposed between the channel shaped bumper plate and the end sill at each end of the car adapted to receive simultaneously the endwise buillng thrust imparted to the bumper plates at the opposite ends of the car, means for limiting the sliding movement of the bumper plates, and means independent of the bumper plates for limiting the sliding movement of the draw bar.

16. A draw bar and bumper apparatus for railway cars having a horizontal iloor with an end sill secured to its opposite ends, comprising a draw bar extending continuously the full length of the car iloor and beyond the end sills, said draw bar adapted for sliding movement on the car door, means for guiding the draw bar on the floor and ln the end sills, horizontal stiffening plates secured to each end sill and extending outwardly therefrom, a channel shaped bumper plate .disposed with its flanges extending inwardly mounted for sliding movement on the horizontal stifiening plates and the ends of the draw bar, springs interposed between the channel shaped bumper plate and the end sill at each end of the car adapted to receive individually or simultaneously the endwise builing thrust imported to the bumper plates at the ends of the car, means extending through the horizontal stitening plates and anges of the channel shaped bumper plates for limiting the movement of the sliding bumper plates, and means for limiting the sliding movement of the draw bar.

17. A draw bar and bumper apparatus for railway cars having a horizontal oor with an end sill secured to its opposite ends, comprising a draw bar extending continuously the full length of the floor and beyond the end sills, said draw bar adapted for sliding movement on the floor and through the end sills, means for guiding the draw bar on the floor and in the end sills, a pair of spaced horizontally disposed stiiening plates secured to each end sill and extending outwardly therefrom, a channel shaped bumper plate disposed with its ilanges extending inwardly and mounted for sliding movement on the horizontal stiifening plates and the ends of the draw bar, springs interposed between the horizontal stiftening plates and the channel shaped bumper plates and the end sill at each end of the car adapted to receive the endwise builng thrusts imparted to the bumper plates at each end of the car, slots formed in the horizontal stiffening plates, bolts extending through the iianges of the channel shaped bumper plates and the slots in the hori- -zontal stiiening plates for limiting the movement of the sliding bumper plates, and means for limiting the sliding movement of the draw bar.

18. A draw bar and bumper apparatus for railway cars having a horizontal iloor with an end sill secured to its opposite ends, comprising a draw bar extending continuously the full length of the door and beyond the end sills, said draw bar adapted for sliding movement on the car oor and through the end sills, means for guiding the draw bar on the floor and in the end sills, a pair of spaced horizontally disposed stiffening plates secured to each end sill and extending outwardly therefrom each having an oiset central portion adapted to form a guide way for the draw bar ends, longitudinally extending rib plates connecting the horizontally disposed stifiening plates at intermediate points, a channel shaped bumper plate disposed with its ilanges extending inwardly mounted for sliding movement on the horizontal stiiening plates and the ends of the draw bar, springs interposed between the horizontal stlffening plates and the channel shaped bumper plates and the end sill at each end of the car adapted to receive the endwise builing thrusts imparted to the bumper plates at each end of the car, slots formed in the horizontal stiiening plates for limiting the movement of the sliding bumper plates, and side plates secured to the draw bar for engaging the end sills for limiting the longitudinal movement of the draw bar.

19. A draw bar and bumper apparatus for rallway cars having a low horizontal iloor and end sills, comprising a main draw bar extending continuously the full length of the car mounted for sliding movement on the car door and through the end sills, an auxiliary draw bar secured to each end of the main draw bar, means for guiding the main draw bar on the car iioor and the end sills. a bumper plate mounted for sliding movement on each end of the Amain draw bars, springs interposed between the bumper plate and the end sills at each end of the car and sealing and guiding means for the main draw bar secured to and extending inwardly from each end sill at opposite sides of the draw bar.

20. A draw bar and bumper apparatus for railway cars having a horizontal floor and end sills of Z-shape secured to the ends of the car floor, said end sills each disposed transversely of the car with its web vertical and its upper flange extending outwardly therefrom, a slideway formed centrally in the upper outwardly extending flange of each end sill, a main draw bar extending continuously the full length of the car slidabiy mounted on the car floor and having oiset end portions seated in the slideways formed in the top flanges of the end sills, an auxiliary draw bar secured to each offset end of the main draw bar and extending outwardly above the same in spaced relation, a channel shaped bumper plate disposed with its flanges extending lnwardly mounted for sliding movement on each end of the main draw bar, springs interposed between the bumper plates and the webs of the end sills at each end of the car, and vertical plates secured to the end sills and extending inwardly therefrom on each side of the main draw bar adapted to form a guide and sea-ling means adjacent to the end sills.

2l. A continuous draw bar and bumper apparatus for railway cars, comprising a draw bar mounted for sliding movement on the car oor, a channel shaped bumper plate disposed with its ilanges extending inwardly and mounted for sliding movement in relation to the end of the draw bar, perforations in the end of the draw bar and the ilanges of the channel shaped bumper plate for receiving a coupling pin, and means secured to'the draw bar for aligning the perforations in the anges of the channel shaped bumper plate and the draw bar and for holding the channel shaped bumper plate in iixed relation to the draw bar during its sliding movement.

22. A continuous draw bar and bumper apparatus for railway cars, comprising a main draw bar mounted for sliding movement on the car floor, auxiliary and intermediate draw bar members secured to the end of the main draw bar, a channel shaped bumper plate disposed with its anges extending inwardly and mounted for sliding engagement on the ends of the main and intermediate draw bar members, a perforation in the ends of each of the draw bar members and the anges of the channel shaped bumper plate for receiving a coupling pin, and means connecting the main and intermediate draw bar members i'or aligning the periorations in the ilanges of the channel shaped bumper plate and the draw bar members and tor holding the channel shaped bumper plate in xed relation to the draw bar during its sliding movement.

23. A continuous draw bar and bumper apparatus for railway cars, comprising a main draw bar mounted for sliding movement on the car floor, auxiliary and intermediate draw bar members secured to the end of the main draw bar having their outer ends in spaced relation with the main draw bar, a channel shaped bumper plate disposed with its flanges extending inwardly and mounted for sliding engagement on the ends of the main and intermediate draw bar members, a perforation in the ends of each of the draw bar members and the anges of the channel shaped bumper plate for receiving a coupling pin, a bushing having its ends extending into the pertorations in the flanges of the channel shaped bumper plate and connecting the main and intermediate draw bar members for holding the perforations in alignment and for holding the channel shaped bumper plate in fixed relation to the draw bar during its sliding movement.

24. A continuous draw bar and bumper apparatus for railway cars, comprising a main draw bar mounted for sliding movement on the car noor, an auxiliary draw bar member having its l--A- A dmv atmnhed to the top of the main draw bar and its outer end in spaced relation therewith, a channel shaped bumper plate disposed with its flanges extending inwardly and mounted for sliding movement in relation to the end of the draw bar, perforations in the draw bar members and the flanges of the channel shaped bumper plate for receiving a coupling pin and a bushing extending through the perforations in the end of the main draw bar and the ilanges of the channel shaped bumper plate for aligning the perforations and for holding the channel shaped bumper plate in xed relation to the draw bar during its sliding movement.

25. A continuous draw bar and bumper apparatus for railway cars, comprising a main draw bar having an otlset end portion mounted for sliding movement on the car floor, an auxiliary draw bar member rigidly secured to the oiset end portion of the main draw bar to form spaced jaws to receive a coupling link, a channel shaped bumper plate disposed with its flanges extending inwardly and mounted for sliding movement on the end of the main draw bar, a perforation in the ends of the draw bar members and the iianges of the channel shaped bumper plate for receiving a coupling pin, and means for holding the perforations in alignment and for holding the channel shaped bumper plate in fixed relation to the draw bar during its sliding movement.

LOUIS G. MILLER. WALTER, H. STATLER.

CERTIFICATE on CORRECTION. A Patent No. 2,529,1I77. september III, 19M.

LoUIs c. MILLER, m' AI..

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 1, second column, line 10, for l'trans" read --trains; page 5, first column, line 25, claim 16, for 'imported' read imparted; and second column, line 50, claim 21, strike out "continuous" and insert the same before draw in line 51, same claim; lines iand 65, page 6, first coiumn, lines Y and 8, lines 27 and 28, and second column, lines 1l; and 15, claims 22 to 25 inelusive, strike out "A continuous draw bar and bumper apparatus for railway cars, comprising a main draw'l and insert instead --A draw bar and bumper apparatus for railway cars, comprising amain continuous draw; and tnat the said Letters Patent should be read with this correction therein that the seme may conform to the record of the case in the Patent Office.

signed and sealed this 9th day of November, A. D. 1915.

Henry Van Arsdale, (Seal) Acting Commissioner of Patents. 

